Reciprocating rail movement suspension system

ABSTRACT

Generally, examples described herein may take the form of a bicycle including a front frame, a rear frame operably associated with the front frame and configured for coupling to a rear wheel, and a suspension system operably associated with the front frame and the rear frame. The suspension system includes a first connection structure operably coupling the front frame to the rear frame and a first sliding body pivotally coupled to the rear frame and configured to travel in a first direction along a substantially linear travel path and in a second direction opposite the first direction along the substantially linear travel path as the suspension system is compressed.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority under 35 U.S.C. §119(e) to U.S.Provisional Patent Application No. 61/563,292, entitled “ReciprocatingRail Movement Suspension System” and filed on Nov. 23, 2011, U.S.Provisional Patent Application No. 61/609,927, entitled “ReciprocatingRail Movement Suspension System” and filed on Mar. 12, 2012, and to U.S.Provisional Patent Application No. 61/635,800, entitled “ReciprocatingRail Movement Suspension System” and filed on Apr. 19, 2012, which arehereby incorporated by reference in their entireties.

This application is a continuation-in-part of U.S. patent applicationSer. No. 13/215,170, entitled “Link Suspension System” and filed on Aug.22, 2011, which claims priority to U.S. Provisional Application No.61/375,278, entitled “Link Suspension System” and filed on Aug. 20,2010, both of which are also hereby incorporated by reference in theirentireties. This application further incorporates by reference U.S.patent application Ser. No. 11/229,270, entitled “Rear SuspensionSystem,” now issued as U.S. Pat. No. 7,722,072 in its entirety.

BACKGROUND

1. Technical Field

Examples disclosed herein relate generally to bicycles, and moreparticularly, to suspension systems for rear wheels of bicycles.

2. Background

Many bicycles, particularly mountain bicycles, include rear suspensionsystems. The rear suspension system allows the rear wheel to bedisplaced relative to the bicycle frame when impact forces are impartedon the rear wheel and, in turn, acts to absorb the impact forces. Assuch, suspension systems may improve rider comfort, as well as protectthe rider and all or part of the bicycle from the roughness of theterrain when traveling or jumping the bicycle by keeping one or bothwheels in contact with the ground and allowing the rider's mass to moveover the ground in a flatter trajectory.

Many rear suspension systems available on the market allow the rearwheel of the bicycle to travel in a particular path that is dictated bythe physical construction of the suspension system. Generally, the rearwheel path is fixed by the rear suspension design, with different rearwheel paths causing different reactions in the way that the bicyclehandles forces impacting on the rear wheel. The rear suspension systemsof different bicycles may have different shock-absorbing properties, soas to provide the dampening effect that is best suited to the terrainmost often traversed by the bicycle. A mountain bicycle intended fortraversing steep downhill grades may benefit from a shock assembly thatcauses the rear wheel to travel in a substantially vertical direction,while a trail bicycle intended for traversing small bumps and gradualdownhill grades may benefit from a shock that travels in a curved travelpath.

SUMMARY

One aspect of the present disclosure relates to a rear suspension systemfor a bicycle. The rear suspension system acts to absorb forcesimpacting on the bicycle by allowing a rear wheel of the bicycle to bedisplaced relative to the rest of the bicycle. The disclosed rearsuspension system utilizes a sliding body that is pivotally coupled tothe rear frame and engages a linear rail. The rear frame is furtherpivotally coupled to a rocker link, which causes at least a portion ofthe rear frame to travel along an arcuate path. The overall structuralconfiguration of the rear suspension system results in a wheel travelpath that is curved.

Generally, examples described herein may take the form of a bicycleincluding a front frame, a rear frame operably associated with the frontframe and configured for coupling to a rear wheel, and a suspensionsystem operably associated with the front frame and the rear frame. Thesuspension system includes a first connection structure operablycoupling the front frame to the rear frame and a first sliding bodypivotally coupled to the rear frame and configured to travel in a firstdirection along a substantially linear travel path and in a seconddirection opposite the first direction along the substantially lineartravel path as the suspension system is compressed.

In another example, the first sliding body may be configured to engage afirst rail. In a further example, the first connection structurecomprises a second sliding body configured to engage a second rail. Inanother example, the first connection structure includes a link. In someexamples, the link may be a rocker link configured to rotate around afixed pivot axis. Additionally, link may be configured to rotate in aclockwise direction. In other examples, the link may be configured torotate in a counter-clockwise direction.

In other examples, the bicycle may further include a shock assemblypivotally coupled to the front frame at a first end. In some examples,the shock assembly may be pivotally coupled to the rear frame at asecond end. In further examples, the shock assembly may be pivotallycoupled to the first connection structure at a second end. In anotheraspect, the second end of the shock assembly may be configured to travelalong an arcuate path. In another example, the first rail may be coupledto the front frame. In a further example, the first sliding body may beconfigured to travel in the second direction along the substantiallylinear travel path and in the first direction opposite the seconddirection along the substantially linear travel path as the suspensionsystem is extended.

In other examples, the rear frame may include a forward member having atop end and a bottom end, a chain stay that extends rearwardly from thebottom end of the forward member to a rear portion, and a seat stay thatextends rearwardly from the top end of the forward member to the rearportion. A top end of the forward member may be pivotally coupled to thefirst connection structure. In another example, a bottom end of theforward member may be pivotally coupled to the first sliding body. Infurther examples, the first connection structure may be a link and thetop end of the forward member may be configured to travel along anarcuate path defined by the link. In a further example, the bicycle mayfurther include a shock assembly defining a first end pivotally coupledto the front frame and a second end operably associated with the rearframe, and the second end of the shock assembly may be configured totravel along an arcuate path that is substantially parallel to thearcuate path traveled by the top end of the forward member. In anotherexample, the first sliding body may be configured to switch directionsat an inflection point of a path traveled by the rear wheel.

In another example, the first sliding body may be further configured toengage a second rail that is substantially parallel to the first rail.Additionally, in some examples, the first and second rails together maydefine a plane that is substantially parallel to a plane defined by thefront frame. In a further example, the first and second rails may bejoined to a mount that is joined to the front frame. In another example,the mount may have a truncated C shape. In further examples, the mountmay have a rectangular shape. In some examples, a vertical component ofthe substantially linear travel path of the first sliding body is largerthan a horizontal component of the substantially linear travel path ofthe first sliding body. Alternatively, in other examples, a horizontalcomponent of the substantially linear travel path of the first slidingbody is larger than a vertical component of the substantially lineartravel path of the first sliding body.

Other examples may take the form of a bicycle including a front frame, arear frame operably associated with the front frame and configured forcoupling to a rear wheel, and a suspension system operably associatedwith the front frame and the rear frame. The suspension system mayinclude a first connection structure operably coupling the front frameto the rear frame and a first sliding body pivotally coupled to the rearframe and configured to engage a first rail. The first sliding body maybe configured to travel in a first direction along the first rail and ina second direction opposite the first direction along the first rail asthe suspension system is compressed.

In other examples, the first connection structure may include a secondsliding body configured to engage a second rail. In further examples,the first connection structure may include a link. In some examples, thelink may be a rocker link configured to rotate around a fixed pivotaxis. In some examples, the link may be configured to rotate in aclockwise direction. In other examples, the link may be configured torotate in a counter-clockwise direction. In another example, the bicyclemay further include a shock assembly pivotally coupled to the frontframe at a first end. In some examples, the shock assembly may bepivotally coupled to the rear frame at a second end. In additionalexamples, the shock assembly may be pivotally coupled to the firstconnection structure at a second end.

In another example, the second end of the shock assembly may beconfigured to travel along an arcuate path. In some examples, the firstrail may be coupled to the front frame. In further examples, the firstrail may be substantially linear. In another example, the first slidingbody may be configured to travel in the second direction along the firstrail and in the first direction opposite the second direction along thefirst rail as the suspension system is extended. In another example, therear frame may include a forward member having a top end and a bottomend, a chain stay that extends rearwardly from the bottom end of theforward member to a rear portion, and a seat stay that extendsrearwardly from the top end of the forward member to the rear portion. Atop end of the forward member may be pivotally coupled to the firstconnection structure. In some examples, a bottom end of the forwardmember may be pivotally coupled to the first sliding body.

In some examples, the first connection structure may include a link andthe top end of the forward member may be configured to travel along anarcuate path defined by the link. In still other examples, the bicyclemay include a shock assembly defining a first end pivotally coupled tothe front frame and a second end operably associated with the rearframe, and the second end of the shock assembly may be configured totravel along an arcuate path that is substantially parallel to thearcuate path traveled by the top end of the forward member. Inadditional examples, the first sliding body may be configured to switchdirections at an inflection point of a path traveled by the rear wheel.

Additionally, the first sliding body may further be configured to engagea second rail that is substantially parallel to the first rail. In someexamples, the first and second rails together may define a plane that issubstantially parallel to a plane defined by the front frame. Further,the first and second rails may be joined to a mount that is joined tothe front frame. in some examples, the mount has a truncated C shape. Inother examples, the mount has a rectangular shape. In one example, thevertical component of a travel path of the first sliding body is largerthan a horizontal component of the travel path of the first slidingbody. In other examples, a horizontal component of a travel path of thefirst sliding body is larger than a vertical component of the travelpath of the first sliding body. In another example, the first rail maybe non-linear.

Other examples may take the form of a bicycle including a front frame, arear frame operably associated with the front frame and configured forcoupling to a rear wheel, and a rear suspension system operablyassociated with the front and rear frames. The front frame may becoupled to the rear wheel frame by a first connection structure and asecond connection structure positioned below the first connectionstructure. The second connection structure includes a first sliding bodyconfigured to travel back and forth along a substantially linear path asthe rear suspension system is compressed.

In some examples, first sliding body may be configured to engage a firstrail and the substantially linear path is defined by the first rail. Inother examples, the first connection structure may include a link. Inanother example, the first connection structure may include a secondsliding body configured to engage a second rail.

The features, utilities, and advantages of the various disclosedexamples will be apparent from the following more particular descriptionof the examples as illustrated in the accompanying drawings and definedin the appended claims.

This summary of the disclosure is given to aid understanding, and one ofskill in the art will understand that each of the various aspects andfeatures of the disclosure may advantageously be used separately in someinstances, or in combination with other aspects and features of thedisclosure in other instances.

BRIEF DESCRIPTION OF THE FIGURES

FIG. 1 is a right side view of a bicycle incorporating a rear suspensionsystem according to one example.

FIG. 2 is a right-front isometric view of the front frame and rearsuspension system of the bicycle depicted in FIG. 1.

FIG. 3 is a right-rear isometric view of the front frame and rearsuspension system of the bicycle depicted in FIG. 1.

FIG. 4 is a top view of the front frame and rear suspension system ofthe bicycle depicted in FIG. 1.

FIG. 5 is a bottom view of the front frame and rear suspension system ofthe bicycle depicted in FIG. 1.

FIG. 6 is a right side view of the front frame and rear suspensionsystem of the bicycle depicted in FIG. 1.

FIG. 7 is a front view of the front frame and rear suspension system ofthe bicycle depicted in FIG. 1 with the down tube removed.

FIG. 8 is a right side view of the front frame and rear suspensionsystem of the bicycle depicted in FIG. 1 with the rear frame removed.

FIG. 9 is an isometric view of the sliding body and rail of the rearsuspension system of the bicycle depicted in FIG. 1.

FIG. 10A is a right side view of the front frame and rear suspensionsystem of the bicycle depicted in FIG. 1, with the rear frame shown indashed lines.

FIG. 10B is a right side view of the front frame and rear suspensionsystem depicted in FIG. 1 in a partially compressed stage, with the rearframe shown in dashed lines.

FIG. 10C is a right side view of the front frame and rear suspensionsystem depicted in FIG. 1 in a fully compressed stage, with the rearframe shown in dashed lines.

FIG. 10D is a right side view of the front frame and rear suspensionsystem depicted in FIG. 1 in an uncompressed stage shown in solid lines,in a partially compressed stage shown in dashed lines, and in a fullycompressed stage shown in dashed lines.

FIG. 10E illustrates a right side view of a portion of an end cap of thesliding body in an uncompressed stage shown in solid lines, in apartially compressed stage shown in dashed lines, and in a fullycompressed stage shown in dashed lines.

FIG. 10F is a right side view of the front frame depicted in FIG. 1 inan uncompressed stage.

FIG. 10G is a right side view of the front frame depicted in FIG. 1 inan partially compressed stage.

FIG. 10H is a right side view of the front frame depicted in FIG. 1 in afully compressed stage.

FIG. 10I is a right side view of the sliding body and rail in variousstages of compression.

FIG. 11 illustrates a right side view of another example of a frontframe and rear suspension system of a bicycle.

FIG. 12 illustrates a left side view of the front frame and rearsuspension system shown in FIG. 11.

FIG. 13 illustrates a rear view of the front frame and rear suspensionsystem shown in FIG. 11.

FIG. 14 illustrates a front view of the front frame and rear suspensionsystem shown in FIG. 11, with the seat tube removed.

FIG. 15 illustrates a rear left perspective view of the front frame andrear suspension system shown in FIG. 11.

FIG. 16 illustrates a left side view of the front frame and rearsuspension system shown in FIG. 11, with the rear frame removed.

FIG. 17 illustrates a left side view of the front frame and rearsuspension system shown in FIG. 11, with the rear frame and sliding bodyhousing removed.

FIG. 18 illustrates a cross-sectional view of the front frame and rearsuspension system shown in FIG. 11, with the rear frame removed, astaken along line 18-18 of FIG. 16.

FIG. 19 illustrates a left side view of the front frame and rearsuspension system shown in FIG. 11, with the rear frame shown in dashedlines.

FIG. 20 illustrates a right perspective view of the sliding bodyassembly shown in FIG. 11.

FIG. 21 illustrates a left perspective view of the sliding body assemblyshown in FIG. 11.

FIG. 22 illustrates a right perspective view of the rails and crowns ofthe sliding body assembly shown in FIG. 11.

FIG. 23A is a right side view of the front frame and rear suspensionsystem of the bicycle depicted in FIG. 11, with the rear frame shown indashed lines.

FIG. 23B is a right side view of the front frame and rear suspensionsystem depicted in FIG. 11 in a partially compressed stage, with therear frame shown in dashed lines.

FIG. 23C is a right side view of the front frame and rear suspensionsystem depicted in FIG. 11 in a fully compressed stage, with the rearframe shown in dashed lines.

FIG. 24 illustrates a shock rate curve that is achieved in connectionwith the embodiment of the rear suspension system shown in FIGS. 11-21.

FIG. 25 illustrates the derivative of chain stay length that is achievedin connection with the embodiment of the rear suspension system shown inFIGS. 11-21.

FIG. 26 illustrates a right side view of another example of a frontframe and rear suspension system.

FIG. 27 illustrates a left side view of the front frame and rearsuspension system shown in FIG. 26.

FIG. 28 illustrates a front view of the front frame and rear suspensionsystem shown in FIG. 26.

FIG. 29 illustrates a rear left perspective view of the front frame andrear suspension system shown in FIG. 26.

FIG. 30 illustrates a left side view of the front frame and rearsuspension system shown in FIG. 26, with the rear frame removed.

FIG. 31 illustrates a left side view of the front frame and rearsuspension system shown in FIG. 26, with the rear frame and sliding bodyhousing removed.

FIG. 32 illustrates a cross-sectional view of the front frame and rearsuspension system shown in FIG. 26, with the rear frame removed, astaken along like 32-32 of FIG. 30.

FIG. 33 illustrates a left side view of the front frame and rearsuspension system shown in FIG. 26, with the rear frame shown in dashedlines.

FIG. 34 illustrates a left perspective view of the sliding body mountshown in FIG. 26.

FIG. 35 illustrates a right perspective view of the sliding body mountshown in FIG. 26.

FIG. 36 illustrates a right side perspective view of the sliding bodyand rails shown in FIG. 26.

FIG. 37 illustrates a right side perspective view of the rails shown inFIG. 26.

FIG. 38A is a right side view of the front frame depicted in FIG. 26 inan uncompressed stage.

FIG. 38B is a right side view of the front frame depicted in FIG. 26 inan partially compressed stage.

FIG. 38C is a right side view of the front frame depicted in FIG. 26 ina fully compressed stage.

FIG. 38D illustrates a right side view of the sliding body and axleextending through the sliding body in an uncompressed stage shown insolid lines, in a partially compressed stage shown in dashed lines, andin a fully compressed stage shown in dashed lines.

FIG. 39A illustrates a right side view of another example of a frontframe and rear suspension system, when fully extended.

FIG. 39B illustrates a right side view of another example of a frontframe and rear suspension system, when fully compressed

FIG. 40 illustrates a right side view of another example of a frontframe and rear suspension system.

FIG. 41 illustrates a right side view of another example of a frontframe and rear suspension system.

FIG. 42 illustrates a right side view of another example of a frontframe and rear suspension system.

DETAILED DESCRIPTION

Generally, examples described herein take the form of a rear suspensionsystem for a bicycle. The rear suspension system acts to absorb forcesimpacting on the bicycle by allowing a rear wheel of the bicycle to bedisplaced relative to the rest of the bicycle. Such forces may be causedfrom riding over rough terrain (such as rocks, holes in the ground, andthe like). Upon displacement of the rear wheel, the rear suspensionsystem can allow the rear wheel to move from a general first position toa second position. The rear suspension system may then act to return therear wheel to the general first position. The structural and geometricalconfigurations of the rear suspension system provide a travel path inwhich the rear wheel moves when acted upon by various forces.

As is known in the art, the leverage ratio of a rear suspension systemalso can also affect the “feel” of the rear suspension system as sensedby the rider when the rear wheel is displaced. The leverage ratio can bedefined as the total rear wheel travel divided by the total shock strokelength, and changes instantaneously throughout the travel path of therear wheel. The instantaneous leverage ratios at different points alongthe travel path can be plotted to derive a leverage ratio curve.Generally, a suspension system having higher instantaneous leverageratios results in an increased mechanical advantage at the rear wheel,allowing for a “softer” suspension, while a system having lowerinstantaneous leverage ratios results in a decreased mechanicaladvantage at the rear wheel, allowing for a “firmer” suspension.Different types of leverage ratio curves may be better suited for usewith different types of shock assemblies (e.g., an air or liquid shockvs. a spring shock), and with different types of bicycles (e.g., dirtbikes, mountain bikes, road bikes, downhill hikes, cross-country bikes,and so on), to provide a more comfortable riding experience.

As discussed below, one example of a rear suspension system can includea rocker link that is pivotally coupled to the rear frame of a bicycle,the seat tube of the front frame of the bicycle, and the shock assembly.The rear suspension system may further include a sliding body that ispivotally coupled to the rear frame and configured to slidingly engage alinear (or nonlinear) guide rail, such that the sliding body may moveback and forth along the rail during a single compression of the shockassembly. Such a rear suspension system design may result in curved orother particular wheel path, or a “softer” suspension, which can bedesirable for traversing some types of terrain.

In another embodiment, the sliding body may be configured to slide alonga pair of parallel rails. In a further embodiment, the sliding body maybe configured to switch directions during a single compression of theshock assembly. Additionally, the sliding body may be configured totravel in an upwards direction and in a downwards direction during asingle compression of the shock assembly. In some embodiments, thesliding body may be configured to switch directions at an inflectionpoint of a path traveled by the rear wheel.

Although the rear suspension system is described below with reference toa typical bicycle depicted in the figures, it should be understood therear suspension system may be used with bicycles having different framestyles than that which is depicted and described herein. Further,although the systems and methods are described below mainly withreference to bicycles, the present invention can be applied to other 2and 4-wheel human or motor powered vehicles, such as cars, trucks,scooters, and motorcycles.

FIG. 1 shows a bicycle 100 including a rear suspension system 102according to a first example. The bicycle 100 is rollingly supported bya front wheel 104 and a rear wheel 106. A rider can steer the bicycle100 by turning the front wheel 104 toward a desired direction of travelwith a steering system 108. The bicycle 100 also includes a seat 110connected with a front frame 112 which can be used to support the rider.As discussed in more detail below, the rear suspension system includes arear frame 114 coupled with the front frame 112 through a suspensionsystem 115 including a rail 113, a sliding body 622, and a shockassembly 120 (or some other assembly or mechanism which allows forcompression of the rear suspension system 115), which may be operablyconnected between the front frame 112 and the rear frame 114. The rearframe 114 may be fabricated from various members connected together, oras a single piece or member.

As shown in FIGS. 1-5, the front frame 112 can include a head tube 122,a top tube 124, a down tube 126, a bottom bracket 128, and a seat tube130. The top tube 124 extends rearwardly from the head tube 122 toconnect with an upper portion of the seat tube 130, and the down tube126 extends rearwardly and downwardly from the head tube 122 to connectwith the bottom bracket 128. The front frame 112 described hereinutilizes a continuous seat tube design where the seat tube 130 extendsfrom the top tube 124 all the way to the down tube 126. It is to beappreciated that in other frame configurations, the seat tube 130 mayinclude an interrupted design in which the seat tube does not fullyextend from the top tube 124 to connect with the down tube 126.Referring to FIG. 1, the seat or saddle 110, which is used to supportthe rider, is connected with a seat post 132 that may be inserted intothe seat tube 130. In some configurations, the seat post 132 can beadjustably or releasably received within the seat tube 130, for example,so the height of the seat relative to the front frame 112 can beadjusted.

As illustrated in FIG. 1, the steering system 108 includes a handle bar134 connected with an upper portion of a front fork member 136. Both thehandle bar 134 and the front fork member 136 are rotatably connectedwith the head tube 122. The front wheel 104 is rotatably connected witha lower portion of the front fork member 136, as is known in the art.Turning the handle bar 134 in a particular direction causes the frontwheel 104 to turn in the same direction. As such, a user can steer thebicycle 100 by turning the handle bar 134 in a desired direction oftravel.

As described in more detail below, the rear wheel 106 may be rotatablyconnected with the rear frame 114 through a rear axle 138. It is to beappreciated that the rear axle 138 may be connected to the rear frame114 in many ways, such as by use of drop-out structures or the like, asare known.

As shown in FIGS. 1-3, the bottom bracket 128 is connected with a lowerend portion of the down tube 126. The bottom bracket 128 rotatablysupports a crank shaft 140 having crank arms 142 extending radiallytherefrom in opposite directions. Foot pedals 144 are rotatablyconnected with the crank arms. A drive sprocket 146, which is connectedwith the crank shaft 140, is typically connected through a chain 148with a rear sprocket assembly 150 coupled with the rear wheel 106. Whenthe rider applies forces to the pedals 144, the forces may be translatedthrough the drive sprocket 146 and chain 148 to the rear sprocketassembly 150, causing the rear wheel 106 to rotate. Rotation of the rearwheel 106 may translate into forward motion of the bicycle 100.

As shown in FIGS. 2-5 and 8, the rear frame 114 includes right and lefttriangles 152, 154. Generally, each of the right and left triangles 152,154 includes a forward member 157 connected to a chain stay 159 thatextends from the bottom end of the forward member 157 to a rear endportion 156, and to a seat stay 158 that extends diagonally from therear end portion 156 of the chain stay 159 to the top end of the forwardmember 157. The rear end portions 156 of the right and left reartriangles 152, 154 may be connected, or, in other examples, the rear endportions 156 of the right and left rear triangles 152, 154 may beunconnected. In the illustrated embodiment, the rear end portions 156 ofthe right and left triangles 152, 154 are each connected to a respectiverear joint member 168, 170. Right and left rear joint members 168, 170include rear axle apertures 172 adapted to receive and rotatably supportthe rear axle 138 of the rear wheel 106. As is known, some examples mayfurther include dropouts to allow for detaching the axle 138 of thewheel 106 from the rear frame 114. It is to be appreciated that the rearframe 114 can be constructed from various types of material, such asaluminum, carbon, titanium, and so on. The members used to construct therear frame may also define a hollow tubular structure, or may have asolid construction. The rear frame 114 may be constructed to facilitatethe use of disc brakes, and/or a derailleur structure.

As best shown in FIGS. 2 and 7, the forward members 157 of the right andleft triangles 152, 154 are connected by two axles 153, 155 that extendbetween the two triangles 152, 154. As will be further discussed below,the first axle 153 is located at the top end of the forward members 157,and extends between the two triangles 152, 154 and through, near, oradjacent to an upper end portion of a rocker link 119 that is positionedbetween the forward members 157 of the triangles 152, 154, i.e., suchthat the rocker link 119 is sandwiched between the two triangles 152,154. The second axle 155 is located at, near, or adjacent to the bottomend of the forward members 157, and extends through a sliding body 622that is positioned between the forward members 157, i.e., such that thesliding body 622 is sandwiched between the two triangles 152, 154. As isshown, each axle 153, 155 may extend between the triangles 152, 154 adirection that is substantially perpendicular to the right and lefttriangles 152, 154. The axles 153, 155 may be integrally formed with thetriangles 152, 154 or may be separate components attachable to thetriangles. It is contemplated that the left and right triangles of therear suspension may not have a triangular form, but instead may havemore or fewer than three sides. Additionally, the intersections of thesides or lengths of the triangles may not form defined apexes, butinstead may define rounded, curved, or other-shaped intersections. Theattachment of a portion of this rear frame structures or rear trianglesto the front triangle in the manners (including obvious and equivalentvariations thereof) described herein is contemplated.

As discussed above, the upper end portion of the rocker link 119 may bepivotally connected to the rear frame 114 via an axle 153 that extendsbetween the triangles 152, 154. As shown in FIG. 8, which illustratesthe front frame 112 with the rear frame 114 removed, the rocker link 119may be bent such that it defines a boomerang-like shape, with a longerbottom section and a shorter top section. In other examples, the rockerlink 119 may have other configurations. For example, the rocker link 119may be completely straight or linear, circular, triangular, polygonal,and so on and so forth. In one example, the rocker link 119 may have adog bone-type structure, in which two parallel linkages 780, 781, areconnected by one or more horizontal components 782 that extend betweenthe linkages 780, 781.

As best shown in FIG. 8, the top end of the rocker link 119 may bepivotally connected to a rear end of the shock assembly 120 and thebottom end of the rocker link 119 may be pivotally connected to aprotruded portion 785 that protrudes forwardly from the seat tube 130towards the front end of the bicycle, i.e., towards the head tube 122.As previously discussed, the middle portion of the rocker link 119 maybe pivotally coupled to the top ends of the forward members 157 of theright and left triangles 152, 154 via an axle 153 that extends througheach of the rocker link 119 and the forward members 157. Accordingly,the rocker link 119 may define three pivot axes 182, 185, and 187, withthe first pivot axis 182 (located at the top of the rocker link 119)being the axis around which the shock 120 rotates around the rocker link119, the second pivot axis (located in the middle of the rocker link119) being the axis around which the right and left triangles 152, 154rotate around the rocker link 119, and the third pivot axis 187 (locatedat the bottom of the rocker link 119) being the fixed pivot axis aroundwhich the rocker link 119 rotates relative to the seat tube 130.

As best shown in FIGS. 2, 3, 6, and 8, the forward end of the shock 120may be pivotally connected to the down tube 126 via an axle 300 mountedon the forward end of the shock 120 and corresponding receivingapertures defined by the down tube 126. The shock 120 may thus rotaterelative to the front frame 112 around a fixed pivot axis 177. Asdiscussed, the bottom end of the shock 120 may be connected to the topend of the rocker link 119 via an axle 783 that extends through thelinkages 780, 781 and through an aperture defined at the rear end of theshock 120. In one example, the shock 120 may be positioned in asubstantially horizontal orientation. In other words, the shock 120 maybe substantially parallel to the x-axis, or may define an angle that isbetween 0 and 45 degrees with respect to the x-axis. In other examples,the shock 120 may be oriented substantially vertically, i.e., such thatit is substantially parallel to the y-axis when mounted to the down tube126 and to the rocker link 119, or defines an angle that is between 45and 90 degrees with respect to the y-axis.

In one example, the shock assembly 120 may include a piston shaft 306and a cylinder body 314. Generally, compression of the shock assembly120 causes the piston shaft 306 to be pushed in a forward direction intothe cylinder body 314, for example, as the rear wheel 106 is displacedrelative to the front frame 112. Fluid contained within the cylinderbody 306 acts to dampen the movement of the piston shaft 306 within thecylinder body 314. As such, the shock 120 dampens the tensile and/orcompressive forces exerted on the piston shaft 306. The shock assembly120 may be placed in various stages of compression relative to theamount of forward force applied to an end of the shock assembly 120. Forexample, a larger forward force applied to the end of the shock assembly120 may cause a longer length of the piston shaft 306 to be insertedinto the cylinder body 314 than a smaller upward force. It is to beappreciated that shock assemblies are known in the art and that varioustypes of shock assemblies and orientation can be utilized with thepresent disclosure. Some examples of shock assemblies include oilshocks, air shocks, spring return shocks, gas charged shocks, and so on.

In the suspension system shown in FIGS. 1-10I, the shock 120 iscompressed through the rotation of the rocker link 119, which pushes thepiston shaft 306 into the cylinder body 314 as it is rotated in aclockwise direction, i.e., towards the forward end of the bicycle, asoriented in the accompanying drawings. Notably, the structuralconfigurations of the rear suspension system can be changed such thatthe link is rotated in a counter-clockwise direction (i.e., towards therear end of the bicycle), rather than a clockwise direction. As onenon-limiting example, the link may be attached to the top tube of thebicycle such that it extends downwardly, rather than upwardly. As theshock is returned to its uncompressed state, the piston shaft 306 ispushed rearwardly out of the cylinder body 314, which, in turn, causesrotation of the connected rocker link 119 in a counter-clockwisedirection, i.e., towards the rear end of the bicycle. As will further bediscussed below, the rear end of the shock 120 travels along an arcuatetravel path that is defined by the length of the rocker link 119, whichrotates around a fixed pivot axis 187.

As best shown in FIGS. 2, 4 and 6-9, the suspension system furtherincludes a guide rail 113 mounted on the front frame, and in thisexample extends between the down tube 126 and the seat tube 130 of thefront frame. The guide rail 113 may be substantially linear, as isshown, or nonlinear, as may be the case in other examples. For example,the guide rail 113 may be bent along its length or may be curved. Otherconfigurations of guide rails 113 are also possible. The guide rail 113includes substantially flat top and bottom sides 624, 626 which areconnected with and separated by right and left sides 628, 630. The rightside 628 of the guide rail 113 includes a right groove 632, and the leftside 630 of the guide rail 113 includes a left groove 634. As furtherdiscussed below, the grooves 632, 634 are adapted to receive one or morebearings (not shown) of a sliding body 622, which are configured to rollalong the grooves 632, 634 on the sides of the guide rail 113, therebyallowing the sliding body 622 to slide back and forth along the guiderail 113. The guide rail 113 is joined to a guide rail support member636 (shown in FIG. 8), which in this example is integrally formed withthe front frame 112. In one example, the bottom surface of the rail 113may be joined to the guide rail support member 636, such that the guiderail 113 does not move relative to the front frame 112 when joined tothe guide rail support member 636. While the illustrated exampleincludes a guide rail support member 636 that is integral to the frame112, other examples may utilize a guide rail support member that is aseparate part that is attachable to the front frame 112, e.g., to thedown and seat tubes 126, 130.

As best shown in FIG. 9, one example of the sliding body 622 includes amain body 638 having, in this example, an elongated block shape with agenerally flat bottom side 641 and a curved top side 643. As discussedabove, a slot 648 in the bottom side 641 of the slider main body 638extends from a front side 650 to a rear side 652, and is adapted toreceive a portion of the guide rail 113. The guide rail 113 may alsoinclude one or more brackets 199 mounted at the front and rear ends ofthe rail 113 that prevent the sliding body 622 from moving past the endsof the guide rail 113 and separating from the guide rail 113. Forexample, the brackets 199 may be configured such they that do not fitwithin the slot 648 defined in the sliding body 622, and instead makecontact with the rear 652 and/or front 650 faces of the sliding body 622as it approaches the ends of the rail 113.

As shown in FIG. 8, the guide rail 113 (and the guide rail supportmember 636) may extend at an angle A relative to the y-axis of FIG. 8.The angle may be, for example, an acute angle or an obtuse angle.Alternatively, the guide rail 113 may be oriented such that it issubstantially parallel to the x-axis. In other examples, the guide rail113 may be oriented substantially vertically, i.e., such that it issubstantially parallel to the y-axis. As discussed above, theorientation of the guide rail 113 serves to define the travel path ofthe sliding body 622, which moves along the rail 113, as the shock 120is compressed. The rail 113 may be straight, as shown, or may be curvedin one or more directions.

As shown, the rail 113 and guide rail support member 636 may extenddiagonally between the down and seat tubes 126, 130, such that the rearend of the rail 113 (the end closest to the seat tube 130) is positionedsuch that it is higher than the forward end of the rail 113 (the endclosest to the down tube 126). Accordingly, the rail 113 may be orientedsuch that it is slanted or sloped downwardly towards the front end ofthe bicycle. When the rail is positioned such that it slopes down, thesliding body 622 may naturally gravitate towards the forward or frontend of the bicycle due to gravitational forces. In other examples, therail 113 may be otherwise positioned. For example, the rear end of therail 113 (the end closest to the seat tube 130) may be positioned suchthat it is lower than the front end of the rail 113 (the end closest tothe down tube 126), such that the rail 113 is slanted or sloped upwardlytowards the front end of the bicycle. When the rail 113 is positionedsuch that it slopes up, the sliding body 622 may naturally gravitatetowards the rear or back end of the bicycle due to gravitational forces.In further examples, the rail 113 may be relatively level, such that itis not slanted or sloped relative to the x- or y-axes. In such examples,the sliding body would not be inclined to move towards either the frontor rear end of the bicycle without the assistance of additional forcesimparted by the rear frame 114.

As previously discussed, the sliding body 622 may be coupled with therail 113 through bearings supported in the groove 648 of the main body638. In such embodiments, the sliding body 622 can include seals and/orwipers to help prevent dust and dirt from reaching the bearings insidethe main body 638. It is to be appreciated that various types of sealassemblies can be used with the sliding body 622 to provide variousdegrees of protection to the bearings. For example, in one embodiment,the seal assemblies include a metal scraper for removing large particlesfrom the guide rail and a laminated contact scraper for removing finedust and fluids. Other embodiments include lubricators to lubricate thebearings and guide rail. It is also to be appreciated that the guiderail and sliding body can be made from various types of materials. Forexample, in one embodiment, the guide rail is made from carbon steel. Inanother embodiment, the sliding body is made from carbon steel andincludes a black chrome coating. As such, various combinations ofsliding bodies and rails can be used with the rear suspension system andis not limited that which is depicted and described herein. For example,the sliding body may be a slider link, as shown, or may be some othertype of sliding body.

As previously discussed, the sliding body 622 may be pivotally connectedto the bottom end portions of the forward members 157 of the right andleft triangles 152, 154 via an axle 155 that runs between the forwardmembers 157. In some examples, the ends of the axle 155 may be capped bytwo end caps 159, which are joined to each of the forward members 157and allow for rotation of the caps 159 around the axle 155. The end caps159 may be joined to the forward members 157 such that they do not moverelative to the forward members 157 as the right and left triangles 152,154 are deflected via forces impacting on the rear wheel 106, andinstead rotate with the forward members 157. The end caps 159, alongwith the forward members 157, may be configured to rotate around acommon pivot axis 179.

As the rear suspension system is displaced along with the rear wheel106, the sliding body 622 may move back and forth along a portion of thelength of the guide rail 113. FIG. 10D, which illustrates a comparisonof FIGS. 10A-10C, shows how the sliding body 622 can move along thelength of the guide rail 113. More particularly, FIG. 10A shows the rearsuspension system in an uncompressed stage, FIG. 10B shows the rearsuspension system in a partially compressed stage, and FIG. 10C showsthe rear suspension system in a fully compressed stage. As will befurther discussed below, partial compression of the shock 120 firstcauses the sliding body 622 to move rearwardly along the rail. As such,the sliding body 622 is shown in FIG. 10B as positioned closer to therear end portion of the guide rail 113 than in FIG. 10A. Furthercompression of the shock (i.e., from partial to full compression),causes the sliding body 622 to switch directions along the rail, suchthat it begins to move forwardly, rather than rearwardly. As such, FIG.10C shows the sliding body 622 positioned closer to a front end portionof the guide rail 113 than in FIG. 10B. Through this compression of thesuspension between relatively uncompressed to compressed positions, therocker link rotates in one direction (clockwise, relative to FIG. 10A etseq.). As the sliding body 622 moves back and forth along the guide rail113, the ball bearings in the slider main body 638 roll back and forthalong the grooves 632, 634 in the sides 628, 630 of the guide rail 113.It is to be appreciated that various types of bearings (includingfriction slider bearings, or none at all) may be used to movably couplethe sliding body 622 with the guide rail 113.

Although the bearings in the sliding body 622 are free to rollback-and-forth along the right and left sides 628, 630 of the guiderail, forces acting on the rear suspension system 540 can result inforces that act on the sliding body 622 in upward, downward, and lateraldirections. Should the sliding body 622 be subjected to forces in alateral direction, either right or left with respect to the guide rail113, the bearings and the inner surfaces along the slot 648 of the mainbody 638 will engage respective right and left sides 628, 630 of theguide rail 113, which will act to prohibit the sliding body fromdisengaging the guide rail. Further, in response to upward and downwardforces exerted on the sliding body 622, the bearings and the innersurfaces along the slot 648 of the main body 638 will engage the upperand lower edges of the grooves 632, 634 on the sides 628, 630 of theguide rail 113. In this manner, the sliding body 622 is prevented fromdisengaging the guide rail.

As shown in FIGS. 10A-10D, the rocker link 119 may be pivotally coupledto each of the rear end of the shock assembly 120, forward members 157of the rear frame 114, and the protruded portion 785 of the seat tube130. As the shock 120 is compressed, the rocker link 119 pivots relativeto the seat tube 130 around fixed pivot axis 187, such that the top endsof the forward members 157 of the rear frame 114 travel forwardly alongan arcuate path defined by the upper end portion of the link 119.Similarly, the bottom end of the shock assembly 120 travels forwardlyalong a second arcuate path that may be parallel to the arcuate pathtraveled by the top ends of the forward members 157.

FIGS. 10A-10C and 10E-10H illustrate the relative motion of the shock120, link 119, sliding body 622, and rear frame 114 relative to thefront frame 212 as the shock 120 is compressed. Specifically, FIGS. 10Aand 10F illustrate the rear suspension system 102 when the shock 120 inan uncompressed state, FIGS. 10B and 10G illustrate the rear suspensionsystem 102 when the shock 120 is in a partially compressed state, andFIGS. 10C and 10H illustrate the rear suspension system 102 when theshock 120 is in a fully compressed state. FIG. 10D illustrates acomparison of the three states shown in FIGS. 10A-10C, with the shock120 shown in the uncompressed state in solid lines, as well as in thepartially and fully compressed states in dashed lines. A comparison ofFIGS. 10A and 10F with FIGS. 10B and 10G illustrates that partialcompression of the shock 120 causes the rocker link 119 to pivot in aclockwise direction around fixed pivot axis 187. The pivot axis 182located at the top end of the link 119, and the pivot axis 185 locatedalong the length of the link 119 are configured to move along arcuatepaths defined by the rotation of the link 119 around the fixed pivotaxis 187. The rear end of the shock 120 and the top end of the reartriangle 114, which are coupled to the rocker link 119 at the pivot axes182, 185, are also configured to move along the arcuate paths defined bythe pivot axes 182, 185. At the same time, the sliding body 622 isconfigured to travel in a rearward direction, such that the pivot axis179 defined between the sliding body 622 and the rear frame 114 travelsbackwardly along the linear path defined by the rail 113.

A comparison of FIGS. 10B and 10G with FIGS. 10C and 10H illustratesthat further compression of the shock 120 due to impaction forces on thebicycle causes the rocker link 119 to rotate further in a clockwisedirection around the fixed pivot axis 187, such that the shock 120 isalso rotated in a counterclockwise direction around fixed pivot axis177. Additionally, the sliding body 622 is configured to switchdirections, such that the pivot axis 179 defined between the slidingbody 622 and the rear frame 114 travels forwardly along the linear pathdefined by the rail 113.

Extension of the shock assembly 120 would result in the reverse motionof the components of the system 102. Decompression or extension of theshock assembly 120 from a fully compressed to a partially compressedstate causes the rocker link 119 to rotate in a counter-clockwisedirection around the fixed pivot axis 187. Additionally, the slidingbody 622 would travel rearwardly along the linear path defined by therail 133. Further decompression or extension further causes the rockerlink 119 to rotate further in a counter-clockwise direction around thefixed pivot axis 187. Additionally, the sliding body 622 is configuredto switch directions, such that it travels forwardly along the linearpath defined by the rail 133.

FIG. 10E illustrates a magnified view of the end cap 159, as well aspivot axis 179 of the cap 159 around the sliding body 622. As discussedabove, the sliding body 622 may be configured to travel in bothbackwards and forwards directions along the substantially linear path(in this example) defined by the rail 113 as the shock 120 transformsbetween the uncompressed and fully compressed states. In other words,the sliding body 622 and the attached portion of the rear frame 114 areconfigured to move both backwards and forwards along the linear path asthe rear wheel travels along the full wheel path during one ofcompression or extension of the shock 120. The back and forth motion ofthe sliding body 622 and rear frame 114 are best shown in FIGS. 10E and10I. In FIG. 10E, the position of the pivot axis 179 of the cap 159around the sliding body 622 as the shock is being compressed isrepresented by numerals 178(1), 178(2), 178(3). Prior to compression ofthe shock, the pivot axis 179 of the cap 150 is located at a firstposition 178(1) along the guide rail 113. As the rear wheel movesupwardly along the wheel path, which is illustrated in FIG. 10D, thesliding body 622 initially moves rearwardly and upwardly along thelinear path defined by the rail 113. At the same time, the top end ofthe rear frame 114 travels forwardly along the arcuate path defined bythe link 119. The radius of curvature of the wheel path continuallydecreases as the rear wheel travels upwardly, resulting in a wheel paththat is increasingly curved or concave. Once the sliding body 622reaches a transition position 178(2), the link 622 switches directionsalong the rail 113 such that it begins to travel in the oppositedirection (in this case, downwardly and forwardly) along the linear pathdefined by the rail 113.

It should be noted that the transition position 178(2), or the point atwhich the sliding body 622 switches directions and re-traces its path onthe rail 113 in the opposite direction, is created by the structural anddimensional configuration of the components of the rear suspensionsystem, and may be designed to occur at a desired or select positionalong the reciprocating motion of the sliding body along the rail toobtain the resulting suspension performance. In other words, the slidingbody 622, which initially moves in a rearward and upward direction, andcontinues to be subjected to forces in the rearward direction, but ispulled forwardly and downwardly by the compression of the shock to athird position 178(3), which is the position 178(3) of the pivot axis179 of the end cap 159 when the shock is fully compressed. Accordingly,the sliding body 622 and the attached portion of the rear frame 114 areconfigured to initially move (1) rearwardly and upwardly, and thenswitch directions such that they move (2) forwardly and downwardly alongthe linear path defined by the rail 113 during a single compression orextension of the shock 120. While the inflection point or transition isnot directly felt by a rider on the bicycle, the rear suspension systemallows for better or defined or desired absorption of forces impactingon the rear wheel, and allows for a more comfortable riding experience.

In the illustrated example, the sliding body 622 may first moverearwardly and upwardly along the rail 113 for approximately 2.77 mm asthe shock 120 moves from a fully extended to a partially compressedstate, and then may switch directions and travel forwardly anddownwardly along the rail 113 for 5.72 mm as the shock 120 moves from apartially compressed state to a fully compressed state. In other words,the sliding body 622 may travel for a total of 8.49 mm along the rail113 in the illustrated example, with the sliding body 622 travelingalmost twice as far when shock 120 moves from the partially compressedto fully compressed states. In other examples, the structuralconnections of the rear suspension system may be adjusted, such that thesliding body 622 travels further when the shock is initially compressed,or substantially equal distances when the shock is initially compressedas when the shock moves from the partially to fully compressed states.

In other embodiments, the mounting points and configurations of the link119, shock, 120, and rail 113 may be adjusted so that the sliding body622 moves forwardly and downwardly first, and then rearwardly andupwardly along the linear path. Alternatively, in further embodiments,the mounting points and configurations of the link 119, shock, 120, andrail 113 may be adjusted such that the rail 113 may be upwardly slopedsuch that its rear end is positioned lower than its front end 114. Insuch embodiments, that the sliding body 622 may move forwardly andupwardly first, and then rearwardly and downwardly along the rail 113,or vice versa. Many permutations of the orientation of the rail arecontemplated, with the forward-rearward movement of the sliding bodyalong the rail during the compression stroke of the rear suspensionbeing evident in at least one aspect of the present disclosure.

While the curvature or concavity of the wheel path does not change signin the above-described example, the structural and/or dimensionalconfiguration of the components of the rear suspension system can beadjusted in other examples, such that the curvature or concavity of thewheel path changes sign as the wheel travels along the wheel path. Insuch examples, the rear wheel may hit an inflection point (or particularlocation) along the wheel path as the curvature or concavity of thewheel path changes sign, and the sliding body may simultaneously reachthe transition position, such that the link switches directions alongthe rail. Other factors than the wheel path curvature changing sign maydefine a transition position of the sliding body also.

FIG. 10I illustrates the position of the sliding body 623 along the rail113 as the shock 120 is being compressed. As is shown, the sliding body623 may be in a first position 180(1) along the rail prior tocompression of the shock. As the shock 120 is compressed, the rail 113may be pulled rearwardly and upwardly along the rail 113 until the link623 reaches a second transition position 180(2), which is the point atwhich the sliding body 623 begins to switch directions along the rail113. As the shock 120 is further compressed, the sliding body 623 may bepulled downwardly and forwardly until the shock is fully compressed 120,at which point the sliding body 623 is positioned at a third position180(3) along the rail 113. It should be noted that the illustratedpositions 180(1)-180(3) are only one example of a travel path of thesliding body 623, and that other embodiments may result in other travelpaths. For example, in other embodiments, the sliding body 623 may firstbe pulled downwardly and forwardly, rather than rearwardly and upwardly.In further embodiments, the rail 120 may be otherwise oriented relativeto the front frame such that the sliding body 623 may be pulled indifferent directions.

As shown in FIGS. 10E and 10I, the travel path of the end cap pivot axis179 may have a larger horizontal component than a vertical component. Inother words, the distance traveled in the rearward or forward directionsmay be greater than the distance traveled in the upward or downwarddirections. In other embodiments, the mounting points and configurationsof the link 119, shock, 120, and rail 113 may be adjusted such that thetravel path of the sliding body 622 has a larger vertical component thana horizontal component. In such embodiments, the distance traveled inthe upward or downward directions may be greater than the distancetraveled in the rearward or forward directions.

The ICC and the IC for this example may vary and migrate throughout thepath traveled by the wheel. The IC is the point for the rear frame 114as it is undergoing planar movement, i.e., during wheel travel, whichhas zero velocity at a particular instant of time. At this instant thevelocity vectors of the trajectories of other points in the rear framegenerate a circular field around the IC, which is identical to what isgenerated by a pure rotation. The ICC, as used herein, refers to the ICCwith respect to the center point of the rear wheel axle. The ICC can bederived from the radius of curvature at given point along wheel path, orthe radius of a circle that mathematically best fits the curve of thewheel path at that point. The center point of this circle is the ICC. Asshown in FIG. 10D, the ICC and the IC move in different directions, withthe IC defining a substantially straight line that extends downwardlyand rearwardly from the sliding body 622 and the ICC defining a curvethat extends rearwardly from the sliding body 622. Referring to FIG.10D, the curve defined by the ICC becomes increasingly concave as therear wheel travels upwardly, resulting in the aforementioned wheel pathin which the curvature of the path changes as the wheel approaches thehighest point in its path. Notably, the distance traveled by the wheelin the y-direction is very large as compared to the distance traveled bythe sliding body 622 along the x-axis.

FIGS. 11-21 illustrate another embodiment of a rear suspension system202 according to a second example. More particularly, FIG. 11 is a rightside view showing a front frame 212, rear suspension system 202, andrear frame 214 of a bicycle. Although not depicted in FIG. 11, it is tobe appreciated that the bicycle shown in FIG. 11 can include othercomponent parts as described above with reference to FIG. 1, such as thefront wheel, steering system, seat, pedals, and so on.

As is shown, the rear suspension system 202 includes a front frame 212coupled with a rear frame 214 through a rear suspension system 202including a rocker link 219, as well as sliding body assembly 210 thatincludes a mount 290 supporting a sliding body 288. Like the rearsuspension system 102 shown and described in FIGS. 1-10I, the rearsuspension system 202 also includes a shock assembly 220 operablyconnected between the front frame 212 and the rear frame 214. The shockassembly 220 may be similar to the shock assemblies described above.

Similar to the rear suspension system 102 shown and described in FIGS.1-10I, the front frame 212 may include a top tube 224, seat tube 230,and a down tube 226 defining a bottom bracket 240. As shown in FIGS.11-13, the right side of the rear frame 214 may define a partial rightrear triangle 257 including a chain stay 260, a seat stay 258, and abroken forward member 279 that extends upwardly from the front end ofthe chain stay 260 towards the front end of the seat stay 258. As isshown, the forward member 279 of the partial right triangle 257 mayterminate at an area between the front ends of the chain stay 260 andthe seat stay 258, rather than connecting the chain stay 260 and theseat stay 258. The left side of the rear frame 214 may define a leftrear triangle 259 including a chain stay 260, a seat stay 258, and aforward member 279 extending between the chain stay 260 and the seatstay 258. In some examples, the rear suspension system 202 may alsoinclude a derailleur structure (not shown), which may be coupled to thefront and rear frames 212, 214, as well as to a chain (not shown) andmultiple sprockets (not shown) of different sizes to move the chain fromone sprocket to another for maintaining proper tension in the chainwhile allowing for variations in chain stay length at the same time. Asnoted above, the rear frame portion of this and any previous and laterdescribed examples may not have triangular shapes despite being referredto as triangular herein, unless otherwise provided.

The right and left rear triangles 257, 259 may be coupled to each othervia two axles 281 and 285, which extend across the rear frame 214 toconnect the triangles 257, 259. As best shown in FIGS. 15-21, the topends of the right and left rear triangles 257, 259 may be connected bythe first axle 281, which may be located at the top end of the forwardmember 279 of the left rear triangle 259 and the forward end of the seatstay 258 of the partial right rear triangle 257. The first axle 281 mayextend between the two triangles 257, 259 and through and adjacent, nearor at an upper end portion of a rocker link 219, that is sandwichedbetween the triangles. In some examples, the first axle 281 may extendin a direction that is orthogonal to the direction of extension of theright and left rear triangles 257, 259. The second axle 285 may belocated at, near, or adjacent to, the bottom end of the forward member279 of the left rear triangle 259 and at, near or adjacent to, the topend of the broken forward member 279 of the right rear triangle 257, andmay extend through a sliding body 288 that is positioned between theforward members 279. Like the first axle 281, the second axle 285 mayextend in a direction that is orthogonal to the right and left reartriangles 257, 259. Each axle 281, 285 may be integrally formed with thetriangles 257, 259 or may be formed as separate parts attachable to thetriangles 257, 259.

The bottom end of the rocker link 219 that is positioned between thetriangles 257, 259 may be pivotally connected to the sliding body mount290 via a third axle 284, which is not directly connected to the rearframe 214. Similar to the first example, the rocker link 219 may have adog bone-type structure, in which two parallel linkages are connected byone or more horizontal components that extend between the linkages. Insome examples, the sliding body mount 290 to which the rocker link 219is connected may be fixedly joined to the seat and down tubes 230, 226of the front frame 212, such that it does not move relative to the frontframe 212 as the rear wheel is deflected. As such, the third axle 284may be fixed in position as the suspension system is compressed. Aspreviously mentioned, the mount 290 may further be configured to supporta sliding body 288 that is configured to move relative to the mount 290and the front frame 212 in response to deflection of the rear wheel. Themount 290 and the front frame 212 may be separate components that arejoined together, as shown, or, may be integrally formed.

As best shown in FIG. 15, the top end of the rocker link 219 may furtherbe pivotally connected to one end of the shock assembly 220 via a fourthaxle 286. As previously discussed, the upper end portion of the rockerlink 219 may be pivotally coupled to the right and left rear triangles257, 259 via the first axle 281, and the bottom end of the rocker link219 may be pivotally coupled to the sliding body mount 290, which isfixedly joined to the front frame 212, via the third axle 284, whichextends through each of the rocker link 219 and the sliding body mount290. Accordingly, the rocker link 219 may define three pivot axes 281,286, 284, with the first pivot axis 286 (located at the top of therocker link 219) being the axis around which the shock assembly 220rotates relative to the rocker link 219, the second pivot axis 281(located below the first pivot axis 286) being the axis around which theright and left rear triangles 257, 259 rotate relative to the rockerlink 219, and the third pivot axis 284 (located at the bottom of therocker link 219) being the fixed pivot axis around which the rocker link219 rotates relative to the mount 290 and the front frame 212. Whileshown as three separate pivot axes in this and previous examples, it iscontemplated that the pivot points 281 and 286 may be common, or may bereversed (e.g. with pivot point 281 being above pivot point 286 orfurther from pivot point 284) in order to obtain a desired suspensionperformance.

As best shown in FIGS. 11-19, the forward end of the shock assembly 220may be pivotally connected to the down tube 226 of the front frame 212via a fifth axle 282 mounted on a shock attachment portion. The shockassembly 220 may thus rotate relative to the front frame 212 around afixed pivot axis defined by the fifth axle 282. As discussed above, therear end of the shock assembly 220 may be connected to the top end ofthe rocker link 219 via the fourth axle 286 that extends through therocker link 219 and the rear end of the shock assembly 220. In oneexample, the shock assembly 220 may be positioned in a substantiallyhorizontal orientation. In other words, the shock assembly 220 may besubstantially parallel to the x-axis, or may define an angle that isbetween 0 and 45 degrees with respect to the x-axis. In other examples,the shock assembly 220 may be oriented substantially vertically, i.e.,such that it is substantially parallel to the y-axis or defines an anglethat is between 0 and 45 degrees with respect to the y-axis when mountedto the down tube 226 and to the rocker link 219.

As best shown in FIGS. 16-18, a sliding body assembly 210, also referredto as a rail assembly, may be positioned between the right and left reartriangles 257, 259 of the rear frame 214. As previously discussed, thesliding body assembly 210 may include a sliding body 288 that issupported by the sliding body mount 290 that is joined to the down andseat tubes 226, 230 of the front frame 212. The sliding body assembly210 may further include a top crown 244 that is joined to a top mountingportion 227 of the mount 290 and a bottom crown 243 that is joined to abottom mounting portion 229 of the mount 290. The top and bottom crowns244, 243 are configured to receive the top and bottom ends of a pair ofspaced-apart rails 245 which extend between the top and bottom crowns244, 243. In some examples, the rails 245 may have a hollow tubularconfiguration, and may be oriented such that they are substantiallyparallel to one another when attached to the crowns 244, 243. In otherembodiments, the rails 245 may have a solid configuration, and may haveacceptable cross sections allowing reciprocating movement along theirlength as defined below. In still other embodiments, the rails mayextend at different angles relative to one another. The rails 245 maytogether define a plane that is substantially parallel to the planesdefined by the front and rear frames 212, 214 when the bicycle is fullyassembled. As is best shown in FIG. 20, the top and bottom crowns 244,243 may each define one or more attachment portions 201, 203, 205 thatprotrude from the top and bottom faces of the top and bottom crowns 244,243 and allow for attaching the top and bottom crowns 244, 243 to themount 290. In one example, the top crown 244 may include a firstattachment portion 201 that is positioned on the forward end of the topcrown 244 and a second attachment portion 203 that is positioned on therear end of the top crown 244. In contrast, the bottom crown 243 mayonly include a single attachment portion 205 that is positioned on therear end of the bottom crown 243. As is shown, the first and secondattachment portions 201, 203 of the top crown 244 and the attachmentportion 205 of the bottom crown 243 may each include one or moreapertures configured to receive a fastener, such as a bolt, for joiningthe top and bottom crowns 244, 243 to the mount 290. Other embodimentsmay include other attachment points for joining the top and bottomcrowns 244, 243 of the sliding body 288 to the slider link mount 290.Further, in some embodiments, the top and bottom crowns 244, 243 of theassembly may be integrally formed with the sliding body mount 290, ormay be joined to or integrally formed with the front frame 212 of thebicycle.

One example of a sliding body mount 290 is shown in FIG. 21. The slidingbody mount 290 may have a top mounting portion 227, a bottom mountingportion 229, and a connecting portion 221 that extends between the topand bottom arms 227, 229. In one example, the sliding body mount 290 mayhave a truncated C-shape, in which the top mounting portion 227 of thesliding body mount 290 is longer than the bottom mounting portion 229 ofthe sliding body mount 290, which may be contoured to receive the bottombracket 240. The top mounting portion 227 of the sliding body mount 290may define two apertures 216 that correspond to the apertures 206defined by the top crown 244 of the sliding body assembly 210, and thebottom mounting portion 229 of the sliding body mount 290 may define twoapertures 216 that correspond to the apertures 206 defined by the bottomcrowns 244, 243 of the sliding body assembly 210. The C-shaped bodymount may have its open side facing rearwardly, generally toward therear tire, as shown at least in FIG. 11.

As previously discussed, fasteners may be inserted through the apertures206, 216 defined by the top and bottom crowns 244, 243 and by thesliding body mount 290 to join the top and bottom crowns 244, 243 of theassembly to the mount 290. The sliding body mount 290 may further bekeyed or contoured to receive the top and bottom crowns 244, 243 ofsliding body assembly 210, which may serve to further prevent the topand bottom crowns 244, 243 from moving relative to the sliding bodymount 290, 210 as forces are applied to the rear suspension system.Additionally, the top mounting portion 227 of the sliding body mount 290may define an axle-receiving aperture 271 that is configured to receivethe third axle 284, which extends through the sliding body 288 and thebottom end of the rocker link 219. As discussed above, the sliding bodymount 290 may be fixedly joined to the seat tube 230 of the front frame212. In some embodiments, the sliding body mount 290 may be joined tothe seat tube 230 using fasteners, welding, adhesive, or some otherjoining means. In other embodiments, the sliding body mount 290 may beintegrally formed with the seat tube 230. In further embodiments, thesliding body mount 290 may be fixedly joined to the down tube 226 of thefront frame 212, or to the both the seat and down tubes 230, 226 of thefront frame 212.

The sliding body 288 (which may also be referred to as a slider link asnoted with respect to the first example) of the sliding body assembly210 may include an outer housing 287 that is configured to engage theguide rails 245 extending between the top and bottom crowns 244, 243.The outer housing 287 is best shown in FIGS. 18-20. In one example, theouter housing 287 may have an elongated block shape with two opposingcurved side walls, although in other embodiments, the outer housing 287may define other shapes. The top and bottom surfaces of the housing 287may together define two pairs of vertically-aligned apertures 204, witheach pair of vertically-aligned apertures 204 being configured toreceive one of the pair of rails 245 that extends between the crowns244, 245. As will be further discussed below, the sliding body 288 mayfurther include one or more bearings that are adapted to slidinglyengage the outer surfaces of the guide rails 245, so as to allow thesliding body 288 to move along the guide rails 245. Additionally, thefront and back surfaces of the housing 287 may define a pair ofhorizontally-aligned apertures 207 that are positioned between the rails245. The horizontally-aligned apertures 207 may be configured to receivethe second axle 285, which extends through the right and left reartriangles 257, 259 and the sliding body housing 287. In some examples,the horizontally-aligned apertures 207 (and second axle 285) may belocated close to or at the center of the sliding body housing 287, suchthat they are positioned between the guide rails 245 and midway betweenthe top and bottom of the guide rails. As such, the second axle 285 maybe positioned between and securely engaged by the rails 245 to movetherealong.

It is contemplated that apertures 207 may be positioned between theguide rails and near or at their top ends, or near or at their bottomends also. The aperture(s) 207 may also be positioned at other locationson the sliding body housing 287, such as in a non-central area at thetop or bottom of the sliding body housing 287, and offset forwardly orrearwardly toward the front or rear margins of the sliding body housing287.

When joined to the sliding body mount 290, the spaced-apart guide rails245 may extend at an angle relative to the x-axis (i.e., the horizontalaxis). The angle may be, for example, an acute angle or an obtuse angle.As one non-limiting example, the spaced-apart guide rails 245 may extendat a 60 degree angle relative to the x-axis. In other embodiments, theguide rails 245 may be oriented such that they are substantiallyparallel to the x-axis. In further examples, the guide rails 245 may beoriented substantially vertically, i.e., such that the rails 245 aresubstantially parallel to the y-axis. As will be further discussed, theorientation of the guide rails 245 may determine the travel path of thesliding body 288 as the shock 220 is compressed.

The internal structure of the sliding body assembly 210 is best shown inFIGS. 17, 18, and 22. As is shown, the sliding body 288 may include oneor more internal bearings 283, which may take the form of bushings 283that are joined to the outer surfaces of the rails 245. For example, thebushings 283 may be sleeves which are inserted over the rails 245 toprovide a smooth bearing surface for allowing the sliding body 288 toslide along the rails 245. In one embodiment, the sliding body 288includes a pair of upper bushings 283 and a pair of lower bushings 283that are spaced apart from and positioned below the upper bushings 283along the lengths of the rails 245. The sliding body 288 may furtherinclude one or more wipers 275 that are also positioned around the rails245. In some embodiments, a pair of lower wipers 275 may be positioneddirectly below the lower bushings 283, and a pair of upper wipers 275may be positioned directly above the upper bushings. The wipers 275 mayhave larger outer diameters than the bushings 283 and thevertically-aligned apertures 204 configured to receive the rails 245 toprevent dirt or dust entering the housing 287 through the apertures 204from contaminating the bushing surfaces. The wipers 275 may be similarto any of the wipers described above with respect to the firstembodiment shown in FIGS. 1-10I. In some embodiments, the wipers 275 maybe defined by the outer sliding body housing 287, although in otherembodiments, they may be otherwise attached to the housing 287.

FIGS. 23A-23C illustrate the rear suspension system 202 in variousstages of compression. Specifically, FIG. 23A illustrates the rearsuspension system 202 when the shock assembly 220 is in an uncompressedstate, FIG. 23B illustrates the rear suspension system 202 when theshock assembly 220 is in a partially compressed state, and FIG. 23Cillustrates the rear suspension system 202 when the shock assembly 220is in a fully compressed state. As discussed above, the rocker link 219may be pivotally coupled to each of the shock assembly 220, rear frame214, and the seat tube 230. As the rocker link 219 pivots relative tothe seat tube 230 around the fixed second pivot axis, it causes rotationof the top ends of the forward members 279 of the right and left reartriangles 257, 259 along an arcuate path defined by the rocker 219around the fixed pivot axis 284. In addition, the rotation of the rockerlink 219 relative to the seat tube 230 further causes rotation of thebottom end of the shock assembly 220 along a second arcuate path that isparallel to that traveled by the top ends of the forward members 279.

The forward members 279 of the right and left triangles 257, 259 may bepivotally coupled to the sliding body 288, which is configured to slidealong the rails 245. As discussed above, the forward members 279 of theright and left rear triangles 257, 259 may be configured to rotaterelative to the sliding body 288 about the second pivot axle 285 as thesliding body 288 travels along a substantially linear path defined bythe rails 245.

A comparison of FIGS. 23A and 23B illustrates that partial compressionof the shock assembly 220 causes the rocker link 219 to pivot in aclockwise direction around the fixed third pivot axle 284. The pivotaxis 286 located at the top end of the link, and the pivot axis 281located along the length of the link are configured to move along thearcuate paths defined by the rotation of the link around the fixed pivotaxis 284. The rear end of the shock assembly 220 and the top ends of therear triangles 257, 259, which are coupled to the rocker link 219 at thethird and first pivot axles 281, 286, are also configured to move alongthe arcuate paths defined by the pivot axles 281, 286. At the same time,the sliding body 288 is configured to travel in an upward and rearwarddirection, as defined by the guide rails 245, such that the pivot axis285 defined between the sliding body 288 and the rear frame 214 travelsupwardly and rearwardly along the linear path defined by the rails 245.The rear frame 214 further pivots relative to the sliding body 288 asthe rocker link 219 rotates around the fixed third pivot axle 285.

In contrast to the embodiment shown in FIGS. 1-10I, the travel path ofthe sliding body 288 may have a larger vertical component than ahorizontal component. This is due, at least in part, to the orientationof the rails 245 of the sliding body assembly 210. In other embodiments,the mounting points and configurations of the link 219, shock, 220, andrails 245 may be adjusted such that the travel path of the sliding body288 has a larger horizontal component than a vertical component. In suchembodiments, the distance traveled in the rearward or forward directionsmay be greater than the distance traveled in the upward or downwarddirections. However, in concert with FIGS. 1-10I of the first example,the motion and direction of the sliding body, and the point along itspath at which it switches direction, is controlled by the dimensions ofthe rear suspension structure.

A comparison of FIGS. 23B and 23C illustrates that further compressionof the shock assembly 220 due to impaction forces on the bicycle causesthe rocker link 219 to rotate further in a clockwise direction aroundthe fixed third pivot axle 284, such that the shock assembly 220 isrotated in a counterclockwise direction around the fixed fifth pivotaxle 282. Additionally, the sliding body 288 is configured to switchdirections, such that the pivot axis 285 defined between the slidingbody 288 and the rear frame 214 travels downwardly and forwardly alongthe linear path defined by the rails 245. The rear frame 214 furtherpivots relative to the sliding body 288 as the rocker link 219 rotatesaround the fixed third pivot axle 285. In some embodiments, the linkagesdescribed above may be otherwise configured such that the sliding body288 travels downwardly and forwardly first, and then upwardly andrearwardly, upon compression of the shock assembly 220.

Extension of the shock assembly 220 would result in the reverse motionof the components of the system 202. Decompression or extension of theshock assembly 220 from a fully compressed to a partially compressedstate causes the rocker link 219 to rotate in a counter-clockwisedirection around the fixed pivot axis 284. Additionally, the slidingbody 622 would travel upwardly and rearwardly along the linear pathdefined by the rails 245. Further decompression or extension furthercauses the rocker link 219 to rotate further in a counter-clockwisedirection around the fixed pivot axis 284. Additionally, the slidingbody 622 is configured to switch directions, such that it travelsdownwardly and forwardly along the linear path defined by the rails 245.

As discussed above, the sliding body 288 may be configured to switchdirections as the shock assembly 220 transforms between the uncompressedstate to the fully compressed state. In other words, the sliding body288 may travel in a first direction along the rails 245 as the shock 220transitions from an uncompressed to a partially compressed state, andthen travel in a second direction opposite the first direction along therails 245 as the shock 220 transitions from a partially compressed to afully compressed state. As the sliding body 288 moves in the seconddirection, it re-travels at least a portion of the path that it traveledduring the initial compression of the shock (i.e., from the uncompressedto the partially compressed positions). In one example, the sliding body288 and the attached portion of the rear frame 214 are configured tomove both (1) upwardly and rearwardly and (2) downwardly and forwardlyalong the linear path defined by the rails 245 as the rear wheel travelsalong the full wheel path during one of compression or extension of theshock assembly 220. This motion of the sliding body 288 and rear frame214 is best shown in FIGS. 23A-23C. As the rear wheel moves upwardlyalong the wheel path, the sliding body 288 initially moves upwardly andrearwardly along the linear path defined by the rails 245. At the sametime, the top end of the rear frame 214 travels forwardly along thearcuate path defined by the rocker link 219, resulting in a wheel paththat is increasingly curved or concave (i.e., the radius of curvature ofthe wheel path decreases as the rear wheel travels upwardly). Once thesliding body 288 reaches a transition point or position, it switchesdirections such that it begins to travel in the opposite direction (inthis case, forwardly and downwardly) along the linear path defined bythe rails 245. Accordingly, the sliding body 288 and the attachedportion of the rear frame 214 are configured to move in oppositedirections along the linear path defined by the rails 245 during eachcompression or extension of the shock assembly 220.

FIG. 24 illustrates the shock rate of the rear suspension system 202shown in FIGS. 11-23. The shock rate of the rear suspension system 202,as defined herein, is the inverse of the leverage ratio of a suspensionsystem 202, or the shock stroke length divided by the distance traveledby the rear wheel. As is shown, the shock rate curve defines asubstantially straight line as compared to leverage ratios of existingrear suspension systems.

FIG. 25 illustrates the derivative of chain stay length or rate ofchange in chain stay length of the rear suspension system 202 shown inFIGS. 11-22. As is shown, the derivative of chain stay length deviatesfrom that of current suspension systems, in that the derivative of chainstay length is high at the beginning and at the end of the wheel travelpath. The derivative of chain stay length is explained in U.S. Pat. No.5,628,524, entitled “Bicycle Wheel Travel Path for Selectively ApplyingChainstay Lengthening Effect and Apparatus for Providing Same,” which isincorporated by reference in its entirety herein. As is shown in FIG.23, the derivative of chain stay length begins above 0.14, and has anegative slope throughout the entire range of wheel travel (i.e.,through one full compression of the shock assembly), and in some cases,may end below 0.1. This can be contrasted to the derivative of chainstay length of existing rear suspension systems, also shown in FIG. 25,in which the derivative of chain stay length initially rises (i.e., hasa positive slope) and then falls.

FIGS. 26-37 illustrate another example of a rear suspension system 302,similar to the second example just described. This rear suspensionsystem 302 is highly similar to the rear suspension system 302 shown inFIGS. 11-23, with some differences in the configurations of some of thecomponents of the sliding body assembly 310, which will be furtherdescribed below. As is shown, the rear suspension system 302 includes afront frame 312 coupled with a rear frame 314 through a rear suspensionsystem 302 including a rocker link 319, as well as sliding body assembly310 that includes a mount 390 supporting a sliding body 388. Like theother examples of rear suspension systems 102, 202 previously described,the rear suspension system 302 also includes a shock assembly 320operably connected between the front frame 312 and the rear frame 314.The shock assembly 220 may be similar to the shock assemblies describedabove.

The front frame 312 may be substantially identical to that described inFIGS. 11-23, and may include a top tube 324, seat tube 330, and a downtube 326 defining a bottom bracket 340. As in the example shown in FIGS.11-23, the right side of the rear frame 314 may define a partial rightrear triangle 357 including a chain stay 360, a seat stay 358, and abroken forward member 379 that extends upwardly from the front end ofthe chain stay 360 towards the front end of the seat stay 358. The leftside of the rear frame 314 may define a left rear triangle 359 includinga chain stay 360, a seat stay 358, and a forward member 379 extendingbetween the chain stay 360 and the seat stay 358.

As in the example shown in FIGS. 11-23, the right and left reartriangles 357, 359 may be coupled each other via two axles 381 and 385,which extend across the rear frame 314 to connect the triangles 357,359. The top ends of the right and left rear triangles 357, 359 may beconnected by the first axle 381, which may extend between the twotriangles 357, 359 and through an upper end portion of a rocker link319, which is sandwiched between the triangles. The second axle 385 maybe located at the bottom end of the forward member 379 of the left reartriangle 359 and at the top end of the broken forward member 379 of theright rear triangle 357, and extends through a sliding body 388 that ispositioned between the forward members 379.

The bottom end of the rocker link 319 may be pivotally connected to thesliding body mount 390 via a third axle 384, which is not directlyconnected to the rear frame 314. The sliding body mount 390 may befixedly joined to the seat and down tubes 330, 326 of the front frame312, such that it does not move relative to the front frame 312 as therear wheel is deflected. The top end of the rocker link 219 may bepivotally connected to the rear end of the shock assembly 320 via afourth axle 386. The forward end of the shock assembly 320 may bepivotally connected to the down tube 326 of the front frame 312 via afifth axle 382.

As in the embodiment shown in FIGS. 11-23, the sliding body assembly 310may include a mount 390 configured to support a sliding body 388 that isconfigured to move relative to the mount 390 along a pair ofspaced-apart rails 345 that extend between the top and bottom portionsof the mount 390 in response to deflection of the rear wheel. Similar tothe prior embodiment, and as shown in FIG. 37, the rails 345 may beconfigured to receive a pair of upper bushings 383 and a pair of lowerbushings 383 that are spaced apart from and positioned below the upperbushings 383 along the lengths of the rails 345 to facilitate sliding ofthe sliding body 388 along the rails 345. A comparison of FIGS. 34-37and FIG. 21 reveals that the rails 345 and the mount 390 shown in FIGS.26-36 may have different configurations than that shown in FIGS. 11-23.For example, each of the spaced-apart rails 345 may define top andbottom attachment end portions 344, 343, each of which defines afastener-receiving aperture 306. Similar to the crowns 244, 243 joinedto the ends of the rails 245 of the sliding body assembly 210 shown inFIGS. 11-23, the top and bottom attachment end portions 344, 343 of therails 345 allow for joining the rails 345 to the sliding body mount 390.

As best shown in FIGS. 35-36, the sliding body mount 390 may have a topmounting portion 327, a bottom mounting portion 329, and two parallelconnecting portions 321 that extend between the top and bottom mountingportions 327, 329, such that the connecting portions 321 and top andbottom mounting portions 327, 329 together define a rectangular-shapedbody that surrounds the sliding body 288. The top mounting portion 327of the sliding body mount 390 may define two apertures 316 thatcorrespond to the apertures 306 defined by the top end portions 344 ofthe rails 245, and the bottom mounting portion 329 of the sliding bodymount 390 may define two apertures 316 that correspond to the apertures306 defined by the bottom end portions 343 of the rails 245. Aspreviously discussed with respect to the embodiment shown in FIGS.11-24, fasteners may be inserted through the apertures 306, 316 definedby the top and bottom end portions 344, 343 of the rails 245 and by thesliding body mount 390 to join the rails 245 to the mount 390. Thesliding body mount 390 may further be contoured to receive the top andbottom attachment end portions 344, 343 of rails 245, which may serve tofurther prevent the rails 245 from moving relative to the sliding bodymount 390, as forces are applied to the rear suspension system.

A comparison of the mount 390 shown in FIGS. 34-35 to the mount 290shown in FIGS. 11-23 reveals several distinctions. Specifically, theattachment portions where the rails 345 are joined to the mount 390(i.e., via fasteners inserted through apertures 316 defined by the mount390 and the rails 306) are more evenly spaced, in that the attachmentportions are located on opposite sides of the mount 390. In contrast,the bottom crown 243 of the sliding body assembly 210 shown in FIGS.11-23 is attached to the mount 290 on only one side. In some cases, thiseven spacing of the attachment portions may allow for more evendistribution of the stresses imparted by the rear wheel onto the mount390, which may help prevent detachment of the rails 345 from the mount390. Additionally, the sliding body 388 of the rear suspension system302 shown in FIGS. 26-28 is fully encased on its sides by the mount 390,which has a rectangular configuration rather than the truncated C-shapeof the mount 290 shown in FIGS. 11-23. As such, the mount 390 may occupymore space than the mount 290 shown in FIGS. 11-23, and may requireadditional material for its manufacture, but may also provide forincreased load capabilities and structural reinforcement. Further, themount 390 shown in FIGS. 34-35 includes a bottom bracket support thatencircles the bottom bracket 340. In contrast, the mount 290 shown inFIGS. 11-23 did not support the bottom bracket 240.

As discussed above, the rear suspension system 302 illustrated in FIGS.26-28 operates in an identical manner to the rear suspension system 202shown in FIGS. 11-24. As such, FIGS. 23A-23D (and the description abovedescribing these figures), which illustrate the rear suspension system202 in various stages of compression, are equally applicable to the rearsuspension system 302.

FIGS. 38A-38C illustrate the relative motion of the shock 320, link 319,sliding body 388, and rear frame 314 relative to the front frame 312 asthe shock 320 is compressed. Specifically, FIG. 3A illustrates the rearsuspension system 302 when the shock 320 in an uncompressed state, FIG.38B illustrates the rear suspension system 302 when the shock 320 is ina partially compressed state, and FIG. 38C illustrates the rearsuspension system 302 when the shock 320 is in a fully compressed state.FIG. 38D illustrates a comparison of the three states shown in FIGS.38A-38C, with the sliding body 388 axle 385 shown in solid lines in theuncompressed state, and in dashed lines in the partially compressed andfully compressed states. A comparison of FIGS. 38A and 38B illustratesthat partial compression of the shock 320 causes the rocker link 319 topivot in a clockwise direction around fixed pivot axle 384. The pivotaxis 386 located at the top end of the link 319, and the pivot axis 381located along the length of the link 319 are configured to move alongsubstantially parallel arcuate paths defined by the rotation of the link319 around the fixed pivot axis 384. The rear end of the shock 320 andthe top end of the rear triangle 314, which are coupled to the rockerlink 319 via axles 381 and 386 are also configured to move along thearcuate paths defined by the pivot axes 381, 386. At the same time, thesliding body 388 is configured to travel in an upward and rearwarddirection, such that the pivot axis 385 defined between the sliding body388 and the rear frame 314 travels along the linear path defined by therails 345.

A comparison of FIGS. 38B and 38C illustrates that further compressionof the shock 320 due to impaction forces on the bicycle causes therocker link 319 to rotate further in a clockwise direction around thefixed pivot axis 384, such that the shock 320 is also rotated in acounterclockwise direction around fixed pivot axis 382 (shown in, e.g.,FIG. 30). Additionally, the sliding body 388 is configured to switchdirections, such that the pivot axis 385 defined between the slidingbody 388 and the rear frame 314 travels downwardly and forwardly alongthe linear path defined by the rails 345.

FIG. 38D illustrates a magnified view of the second pivot axle 385,which defines the pivot axis of the rear frame 314 around the slidingbody 388. As discussed above, the sliding body 388 may be configured totravel in both upwards and downwards directions along the substantiallylinear path defined by the rails 345 (in this example) as the shock 320transforms between the uncompressed and fully compressed states. Inother words, the sliding body 388 and the attached portion of the rearframe 314 are configured to move both upwardly and downwardly along thesubstantially linear path as the rear wheel travels along the full wheelpath during one of compression or extension of the shock 320. The backand forth motion of the sliding body 388 and rear frame 314 are bestshown in FIGS. FIGS. 38A-38C. In FIG. 38D, the position of the secondpivot axle 385 and sliding body 388 as the shock is being compressed isrepresented by numerals 378(1), 378(2), 378(3). Prior to compression ofthe shock, the second pivot axle 285 is located at a first position378(1) along the guide rails 345. As the rear wheel moves upwardly alongthe wheel path, the sliding body 388 initially moves upwardly andrearwardly along the linear path defined by the rails 345. At the sametime, the top end of the rear frame 314 travels forwardly along thearcuate path defined by the link 319. Once the sliding body 388 reachesa transition position 378(2) (or particular location), such as, in onenon-limiting example, the point at which point the body 388 switchesdirections along the rails 345, it may begin to travel in the oppositedirection (in this case, downwardly and forwardly) along the linear pathdefined by the rails 345. It should be noted that the transitionposition 378(2), or the point at which the sliding body 388 switchesdirections and re-traces its path in the opposite direction, is createdby the structural and dimensional configuration of the components of therear suspension system, and may be designed to occur at a desired orselect position along the reciprocating motion of the sliding body alongthe rail to obtain the resulting suspension performance. In other words,the sliding body 388, which initially moves in an upward and rearwarddirection, and continues to be subjected to forces in the upwarddirection, but is pulled downwardly by the compression of the shock to athird position 378(3), which is the position 378(3) of the second axle385 when the shock is fully compressed.

The description above with respect to FIGS. 38A-38D is also applicableto the example shown in FIGS. 24-37, which embodies generally the samelinkages, axles, and connection points between the rear 214 and front212 frames.

While the examples shown in FIGS. 1-11, 11-23 and 26-38 all include arocker link (119, 219, 319) that is coupled to the rear frame (119, 219,319) and to the shock assembly (120, 220, 320), other examples mayinclude a system in which the rocker link is not directly coupled to theshock assembly, but is instead is only coupled at one end to the frontframe at a fixed pivot axis and to the rear frame at the other end. Onesuch embodiment is shown in FIGS. 39A-39B, which illustrate a system inwhich the rocker link 419 is pivotally coupled to the front frame 412via fixed axle 484, located at the bottom end portion of the link 419,and to the rear frame 414 via axle 481, located at the top end portionof the link 419. In such embodiments, the rear end portion of the shock420 may not be directly connected to the rocker link 419, but mayinstead be only coupled to the rear frame 414. In such examples, travelpaths of the pivot axle 484 connecting the shock 420 and rear frame 414and the pivot axle 481 connecting the rocker link 481 and the rear frame414 may be different from the prior-described examples, since the pathof the axle 484 connecting the shock 420 and the rear frame 414 is nolonger confined by the link 419. This is apparent in comparing FIG. 39A,in which the shock 420 is fully extended, with FIG. 39B, in which theshock 420 is fully compressed.

Also notable in the example shown in FIGS. 39A-39B is the lack of amount, which in prior examples was used to couple the sliding body 488to the front frame 412. As shown in the example shown in FIGS. 39A-39B,the rails 445 of the sliding body assembly 410 may be directly coupledto the front frame 414, rather than to a mount that is, in turn, coupledto the front frame 414. In this example, the downtube 426 forms amounting block which surrounds the top, bottom, and forward-facing sidesof the sliding body 288. The mounting block forms a solid piece thatconnects the down tube 426 and the seat tube 430, with a cut-out portionconfigured to receive the sliding body 488 and rails 445. Other examplesof front frames 526, 626 which may be coupled to the sliding body 288are shown in FIGS. 40 and 41. In these examples, a connecting tube 525,625 extends between the seat tube 530 and the down tube 526. Theconnecting tube 625 may be substantially linear, as shown in FIG. 41, ormay be bent or curved, as shown in FIG. 40. The examples shown in FIGS.40 and 41 may, in some cases, be formed by welding (or otherwisejoining) multiple pre-formed hollow tubes together to form the frontframes 512, 612. In contrast, the front frame 412 shown in FIGS. 39A and39B may be formed by welding (or otherwise joining) multiple pre-formedhollow tubes together, along with one or more sheets of material overthe tubes in order to form the solid mounting block portion.

FIG. 42 illustrates another example 702 of a rear frame, front frame,and rear suspension system. Similar to the example shown in FIGS. 11-23,this example 702 may include a first sliding body 788 that is configuredto engage a first rail 713. However, this example 702 may furtherinclude a second sliding body 789 that is configured to engage a secondrail 712 that is positioned above the first rail 713, such that thefirst sliding body 788 is positioned above the second sliding body 789.In contrast to other examples, in which the rear frame is pivotallycoupled to a rocker link and to a sliding body, the rear frame 714 inthis example is pivotally coupled to two sliding bodies, with eachsliding body 788, 789 being configured to engage a corresponding rail713, 712. The second (upper) sliding body 789 may further be pivotallycoupled to the rear end of the shock assembly 720, such that when theshock 720 is compressed, the second sliding body 788 travels forwardlyalong the second (upper) rail 712. This may, in turn, cause the firstsliding body 788 to move rearwardly along the lower guide rail 713. Asthe shock is further compressed, the second sliding body 789 may movefurther in a forward direction along the upper rail 712. At the sametime, the first (lower) sliding body 788 may switch directions, suchthat it travels forwardly along the first guide rail 713. Similarly,extension of the shock assembly 720 may cause the upper sliding body 789to travel rearwardly along the second upper rail 712, while the lowersliding body 788 travels rearwardly and then forwardly along the firstlower guide rail 713 during a single compression of the shock 720. Inother examples, the lower and upper guide rails 713, 712 and slidingbodies 788, 789 may be otherwise configured and positioned so as toresult in other wheel paths. Further, while the illustrated rails aresubstantially linear, other examples may include rails which are curved,bent, or otherwise configured. The rails may be parallel to one another,or may extend at different angles relative to one another. Additionally,in other embodiments, the rails 713, 712 may extend at different anglesthan shown. For example, the lower guide rail 713 may extend downwardlyin a forward direction or upwardly in a forward direction, and the upperguide rail 712 may extend downwardly in a forward direction or upwardlyin a forward direction.

It will be appreciated from the above noted description of the variousarrangements and examples of the present disclosure that a rearsuspension system for a bicycle has been described which includes afirst link assembly and a sliding body assembly. The rear suspensionsystem can be formed in various ways and operated in various mannersdepending upon a user's desired rear wheel path and leverage ratiocurve. It will be appreciated that the features described in connectionwith each arrangement and example of the disclosure are interchangeableto some degree so that many variations beyond those specificallydescribed are possible. It should also be understood that theabove-described component parts of the rear suspension need not beconnected with the bicycle in the manners described and depicted above,and as such, can be connected with the frame and with each other invarious additional locations. It should also be understood that thephysical shapes and relative lengths of the rear suspension componentsare not limited to that which has been depicted and described herein.

Although various representative examples of this disclosure have beendescribed above with a certain degree of particularity, those skilled inthe art could make numerous alterations to the disclosed exampleswithout departing from the spirit or scope of the inventive subjectmatter set forth in the specification and claims. All directionalreferences (e.g., upper, lower, upward, downward, left, right, leftward,rightward, top, bottom, above, below, vertical, horizontal, clockwise,and counterclockwise) are only used for identification purposes to aidthe reader's understanding of the examples of the present disclosure,and do not create limitations, particularly as to the position,orientation, or use of the invention unless specifically set forth inthe claims. Joinder references (e.g., attached, coupled, connected, andthe like) are to be construed broadly and may include intermediatemembers between a connection of elements and relative movement betweenelements. As such, joinder references do not necessarily infer that twoelements are directly connected and in fixed relation to each other.

In some instances, components are described with reference to “ends”having a particular characteristic and/or being connected with anotherpart. However, those skilled in the art will recognize that the presentinvention is not limited to components which terminate immediatelybeyond their points of connection with other parts. Thus, the term “end”should be interpreted broadly, in a manner that includes areas adjacent,rearward, forward of, or otherwise near the terminus of a particularelement, link, component, part, member or the like. In methodologiesdirectly or indirectly set forth herein, various steps and operationsare described in one possible order of operation, but those skilled inthe art will recognize that steps and operations may be rearranged,replaced, or eliminated without necessarily departing from the spiritand scope of the present invention. It is intended that all mattercontained in the above description or shown in the accompanying drawingsshall be interpreted as illustrative only and not limiting. Changes indetail or structure may be made without departing from the spirit of theinvention as defined in the appended claims.

The foregoing has been generally described with respect to particularexamples and methods of manufacture. It will be apparent to those ofordinary skill in the art that certain modifications may be made withoutdeparting from the spirit or scope of this disclosure. For example, afiber other than carbon may be used as a strengthening or stiffeningelement. As one example, certain metals may be used instead, or anothertype of plastic may be used. Accordingly, the proper scope of thisdisclosure is set forth in the following claims.

What is claimed is:
 1. A bicycle comprising: a front frame; a rear frame operably associated with the front frame and configured for coupling to a rear wheel; and a suspension system operably associated with the front frame and the rear frame, the suspension system comprising: a first connection structure operably coupling the front frame to the rear frame; and a first sliding body pivotally coupled to the rear frame and configured to travel in a first direction along a substantially linear travel path and in a second direction opposite the first direction along the substantially linear travel path as the suspension system is compressed.
 2. The bicycle of claim 1, wherein the first sliding body is configured to engage a first rail.
 3. The bicycle of any of claim 1 or 2, wherein the first connection structure comprises a second sliding body configured to engage a second rail.
 4. The bicycle of any of claim 1 or 2, wherein the first connection structure comprises a link.
 5. The bicycle of claim 4, wherein the link is a rocker link configured to rotate around a fixed pivot axis.
 6. The bicycle of claim 4, wherein the link is configured to rotate in a clockwise direction.
 7. The bicycle of claim 4, wherein the link is configured to rotate in a counter-clockwise direction.
 8. The bicycle of any of claim 1 or 2, wherein the bicycle further comprises a shock assembly pivotally coupled to the front frame at a first end.
 9. The bicycle of claim 8, wherein the shock assembly is pivotally coupled to the rear frame at a second end.
 10. The bicycle of claim 8, wherein the shock assembly is pivotally coupled to the first connection structure at a second end.
 11. The bicycle of claim 10, wherein the second end of the shock assembly is configured to travel along an arcuate path.
 12. The bicycle of claim 2, wherein the first rail is coupled to the front frame.
 13. The bicycle of any of claim 1 or 2, wherein the first sliding body is configured to travel in the second direction along the substantially linear travel path and in the first direction opposite the second direction along the substantially linear travel path as the suspension system is extended.
 14. The bicycle of any of claim 1 or 2, wherein the rear frame comprises: a forward member having a top end and a bottom end; a chain stay that extends rearwardly from the bottom end of the forward member to a rear portion; and a seat stay that extends rearwardly from the top end of the forward member to the rear portion; wherein a top end of the forward member is pivotally coupled to the first connection structure.
 15. The bicycle of claim 14, wherein a bottom end of the forward member is pivotally coupled to the first sliding body.
 16. The bicycle of any of claim 14 or 15, wherein first connection structure comprises a link and the top end of the forward member is configured to travel along an arcuate path defined by the link.
 17. The bicycle of claim 16, wherein the bicycle further comprises a shock assembly defining a first end pivotally coupled to the front frame and a second end operably associated with the rear frame, and the second end of the shock assembly is configured to travel along an arcuate path that is substantially parallel to the arcuate path traveled by the top end of the forward member.
 18. The bicycle of any of claim 1 or 2, wherein the first sliding body is configured to switch directions at an inflection point of a path traveled by the rear wheel.
 19. The bicycle of claim 2, wherein the first sliding body is further configured to engage a second rail that is substantially parallel to the first rail.
 20. The bicycle of claim 19, wherein the first and second rails together define a plane that is substantially parallel to a plane defined by the front frame.
 21. The bicycle of any of claims 18-20, wherein the first and second rails are joined to a mount that is joined to the front frame.
 22. The bicycle of claim 21, wherein the mount has a truncated C shape.
 23. The bicycle of claim 21, wherein the mount has a rectangular shape.
 24. The bicycle claim 1, wherein a vertical component of the substantially linear travel path of the first sliding body is larger than a horizontal component of the substantially linear travel path of the first sliding body.
 25. The bicycle claim 1, wherein a horizontal component of the substantially linear travel path of the first sliding body is larger than a vertical component of the substantially linear travel path of the first sliding body.
 26. A bicycle comprising: a front frame; a rear frame operably associated with the front frame and configured for coupling to a rear wheel; and a suspension system operably associated with the front frame and the rear frame, the suspension system comprising: a first connection structure operably coupling the front frame to the rear frame; and a first sliding body pivotally coupled to the rear frame and configured to engage a first rail, the first sliding body configured to travel in a first direction along the first rail and in a second direction opposite the first direction along the first rail as the suspension system is compressed.
 27. The bicycle of claim 26, wherein the first connection structure comprises a second sliding body configured to engage a second rail.
 28. The bicycle of any of claim 26, wherein the first connection structure comprises a link.
 29. The bicycle of claim 28, wherein the link is a rocker link configured to rotate around a fixed pivot axis.
 30. The bicycle of claim 29, wherein the link is configured to rotate in a clockwise direction.
 31. The bicycle of claim 29, wherein the link is configured to rotate in a counter-clockwise direction.
 32. The bicycle of any of claims 26-28, wherein the bicycle further comprises a shock assembly pivotally coupled to the front frame at a first end.
 33. The bicycle of claim 32, wherein the shock assembly is pivotally coupled to the rear frame at a second end.
 34. The bicycle of claim 32, wherein the shock assembly is pivotally coupled to the first connection structure at a second end.
 35. The bicycle of claim 34, wherein the second end of the shock assembly is configured to travel along an arcuate path.
 36. The bicycle of claim 26, wherein the first rail is coupled to the front frame.
 37. The bicycle of claim 26, wherein the first rail is substantially linear.
 38. The bicycle of claim 26 wherein the first sliding body is configured to travel in the second direction along the first rail and in the first direction opposite the second direction along the first rail as the suspension system is extended.
 39. The bicycle of claim 26, wherein the rear frame comprises: a forward member having a top end and a bottom end; a chain stay that extends rearwardly from the bottom end of the forward member to a rear portion; and a seat stay that extends rearwardly from the top end of the forward member to the rear portion; wherein a top end of the forward member is pivotally coupled to the first connection structure.
 40. The bicycle of claim 39, wherein a bottom end of the forward member is pivotally coupled to the first sliding body.
 41. The bicycle of any of claim 39 or 40, wherein first connection structure comprises a link and the top end of the forward member is configured to travel along an arcuate path defined by the link.
 42. The bicycle of claim 41, wherein the bicycle further comprises a shock assembly defining a first end pivotally coupled to the front frame and a second end operably associated with the rear frame, and the second end of the shock assembly is configured to travel along an arcuate path that is substantially parallel to the arcuate path traveled by the top end of the forward member.
 43. The bicycle of any of claim 26, wherein the first sliding body is configured to switch directions at an inflection point of a path traveled by the rear wheel.
 44. The bicycle of claim 26, wherein the first sliding body is further configured to engage a second rail that is substantially parallel to the first rail.
 45. The bicycle of claim 44, wherein the first and second rails together define a plane that is substantially parallel to a plane defined by the front frame.
 46. The bicycle of any of claims 44-45, wherein the first and second rails are joined to a mount that is joined to the front frame.
 47. The bicycle of claim 46, wherein the mount has a truncated C shape.
 48. The bicycle of claim 46, wherein the mount has a rectangular shape.
 49. The bicycle claim 26, wherein a vertical component of a travel path of the first sliding body is larger than a horizontal component of the travel path of the first sliding body.
 50. The bicycle claim 26, wherein a horizontal component of a travel path of the first sliding body is larger than a vertical component of the travel path of the first sliding body.
 51. The bicycle of claim 26, wherein the first rail is non-linear.
 52. A bicycle comprising: a front frame; a rear frame operably associated with the front frame and configured for coupling to a rear wheel; and a rear suspension system operably associated with the front and rear frames; wherein the front frame is coupled to the rear wheel frame by a first connection structure and a second connection structure positioned below the first connection structure; wherein the second connection structure comprises a first sliding body configured to travel back and forth along a substantially linear path as the rear suspension system is compressed.
 53. The bicycle of claim 52, wherein the first sliding body is configured to engage a first rail and the substantially linear path is defined by the first rail.
 54. The bicycle of any of claim 52 or 53, wherein the first connection structure comprises a link.
 55. The bicycle of any of claim 52 or 53, wherein the first connection structure comprises a second sliding body configured to engage a second rail. 